Helmet suspension system

ABSTRACT

Provided is a helmet suspension system which is configured to mitigate rapid movements, i.e., acceleration and deceleration, of a user&#39;s head. The helmet suspension system connects to a base and a helmet worn by a wearer and allows for slow, safe movements of the helmet relative to the base, but restricts rapid and generally unsafe movements of the helmet relative to the base.

CROSS-REFERENCE TO RELATED APPLICATIONS

(Not Applicable)

STATEMENT RE: FEDERALLY SPONSORED RESEARCH/DEVELOPMENT

(Not Applicable)

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to a suspension system and morespecifically to a suspension system for a helmet to restrict quick andrapid movements thereof.

2. Description of the Related Art

It is well known that motor sports have developed over the years toachieve worldwide interest. Motor sports may generally refer to thatgenus of sports which utilizes motorized vehicles, typically for racingcompetition. Exemplary motor sports include, but are not limited to,motorcycle racing, auto racing, boat racing, air racing, and snowmobileracing. During racing competition, individuals typically operate themotorized vehicles at high rates of speed, which is thrilling for theparticipants, as well as for spectators.

The high speeds associated with most motor sports, which accounts formuch of the thrill connected with motor sports, also present safetyconcerns for the drivers. Along these lines, during an accident, themotorized vehicle may impact a barrier, wall or another vehicle, whichmay cause rapid deceleration. During the rapid deceleration, theparticipant's body is susceptible to injury. Therefore, restraintsystems have been developed to restrain the participant's body in theevent of a crash.

It is also well-known for drivers to wear protective helmets whenoperating motorized vehicles to protect their heads in the event of acrash. The helmet typically includes a hard outer surface and a paddedinner surface to soften the impact on a driver's head. Although therestraint and helmet systems offer significant safety benefits to adriver, the helmet typically remains susceptible to significantaccelerations/decelerations in the event of an accident.

Therefore, there is a need in the art for a safety device whichmitigates the rapid movement of a protective helmet. The presentinvention addresses this particular need, as will be discussed in moredetail below.

BRIEF SUMMARY OF THE INVENTION

According to an aspect of the present invention, there is provided ahelmet suspension system which is configured to mitigate rapidmovements, i.e., acceleration and deceleration, of a user's head. Thehelmet suspension system connects to a base and a helmet worn by awearer and allows for slow, safe movements of the helmet relative to thebase, but restricts rapid and generally unsafe movements of the helmetrelative to the base.

According to one embodiment, the helmet suspension system includes atrack housing connectable to the helmet and defining a track channel. Afirst track insert is disposed within and moveable within the trackchannel. The helmet suspension system further includes a first armhaving a first end portion and a second end portion. The first endportion is connected to the first track insert and the first arm beingmoveable relative to the track housing as the first track insert moveswithin the track channel. A first damper is moveably connected to thesecond end portion of the first arm and is configured to define anacceleration threshold of the second end portion relative to the firstdamper. The first damper allows movement of the first arm relative tothe first damper when the motion of the first arm is below theacceleration threshold and restricts movement of the first arm relativeto the first damper when the motion is above the acceleration threshold.

The first damper may include a damper housing defining an inner chamberand a flapper disposed within and moveable within the inner chamber. Theflapper may divide the inner chamber into a first chamber portion and asecond chamber portion. The flapper may further define a flapper openingthrough which the first and second chamber portions are fluidlyconnectable. The first damper may additionally include a valve connectedto the flapper to control fluid communication between the first andsecond chamber portions via the flapper opening. The valve may bemoveable relative to the flapper between an open position, wherein thevalve is positioned to allow fluid flow through the flapper openingbetween the first and second chambers and a closed position wherein thevalve substantially blocks fluid flow through the flapper openingbetween the first and second chamber portions. The valve may be biasedtoward the open position.

The helmet suspension system may additionally include a second armconnected to a second damper and a second track insert, a third armconnected to a third damper and a third track insert, and a fourth armconnected to a fourth damper and a fourth track insert.

The present invention is best understood by reference to the followingdetailed description when read in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features and advantages of the various embodimentsdisclosed herein will be better understood with respect to the followingdescription and drawings in which like numbers refer to like partsthroughout and in which:

FIG. 1 is an upper perspective view of an embodiment of a helmetsuspension system connected to a helmet;

FIG. 2 is an upper perspective view of the helmet suspension systemshown in FIG. 1, wherein the helmet suspension system has been invertedrelative to its orientation in FIG. 1 and the helmet is shown inphantom;

FIG. 3 is an exploded upper perspective view of the helmet suspensionsystem shown in FIG. 2;

FIG. 4 is a partial lower perspective view of a guide which isconnectable adjacent a lower rim of the helmet;

FIG. 5 is a partial upper perspective view of a support arm connected toa motion restriction member which is insertable within the guide;

FIG. 6 is an upper perspective view of a first damping element and afirst support arm pivotally connected to each other, and a seconddamping element shown in phantom;

FIG. 7 is an exploded view of a damping element;

FIG. 8 side sectional view of the damping element wherein the first andsecond valves are both in the open position to allow pivotal movement ofthe flapper within the housing;

FIG. 9 is a side sectional view of a damping element wherein a firstvalve is closed to restrict movement of a flapper in a first direction;

FIG. 10 is a side sectional view of the damping element wherein a secondvalve is closed to restrict movement of the flapper in a seconddirection;

FIG. 11 is a lower perspective view of a flapper element;

FIG. 12 is a lower perspective view of the flapper element encased in aseal; and

FIG. 13 is a partial upper perspective view of the flapper element and aseal.

Common reference numerals are used throughout the drawings and detaileddescription to indicate like elements.

DETAILED DESCRIPTION OF THE INVENTION

The detailed description set forth below is intended as a description ofthe presently preferred embodiment of the invention, and is not intendedto represent the only form in which the present invention may beconstructed or utilized. The description sets forth the functions andsequences of steps for constructing and operating the invention. It isto be understood, however, that the same or equivalent functions andsequences may be accomplished by different embodiments and that they arealso intended to be encompassed within the scope of the invention.

Referring now to the drawings, wherein the showings are for purposes ofillustrating preferred embodiments of the present invention, and are notfor purposes of limiting the same, there is depicted a helmet suspensionsystem 10 constructed in accordance with an embodiment of the presentinvention. The helmet suspension system 10 employs an innovative motiondampening mechanism configured to protect a wearer's head from violentmovements. More specifically, the innovative motion dampening mechanismallows the wearer to slowly move the helmet 12 in safe, controlledmovements up and down, as well as side-to-side. However, the motiondampening mechanism is configured to substantially restrict rapidmovements of the helmet 12 (i.e., prevent rapid accelerations of thehelmet 12).

FIG. 1 is an upper perspective view showing the suspension system 10integrated with the helmet 12. The helmet 12 may be any helmet 12 orprotective device used for protecting a wearer's head, particularlyduring motorsports, such as auto-racing, motorcycle racing, snowmobileracing, boat racing, piloting, etc., although it is contemplated thatthe suspension system 10 may be integrated into helmets used infootball, hockey, lacrosse, bicycling, and other sports known by thoseskilled in the art. A track housing 14 is connected to the helmet 12 andpreferably conforms to the external contour of the helmet 12 and extendsaround the periphery of a lower end portion of the helmet 12 (i.e.,adjacent the opening of the helmet 12 through which the user inserts hishead to wear the helmet 12). The track housing 14 may be attached to thehelmet 12 via nails, rivets, adhesives or other mechanical fastenersknown in the art, or alternatively, the track housing may be integrallyformed into the body of the helmet 12. In this regard, the track housing14 may be retro-fit onto an existing helmet 12 or integrated into thedesign of a newly manufactured helmet 12.

According to one embodiment, the track housing 14 is generally C-shapedand defines an inner track channel 16. A track insert 18 is disposedwithin the track channel 16 and is configured to move within the channel16 as the wearer moves his head while wearing the helmet 12. The trackhousing 14 serves as a “guide” which allows for movement of the firsttrack insert 18 along a fixed track. In this regard, the track insert 18may translate, pivot, or rotate within the channel 16.

The track insert 18 is preferably captured within the channel 16 toremain within the channel 16 during use of the helmet 12. Thus, thechannel 16 and first track insert 18 are sized and configured towithstand large forces which may be generated during usage of the helmet12, as described in more detail below.

The track insert 18 is connected to an arm 20 which includes a first endportion 22 and a second end portion 24, with the first end portion 22being connected to the track insert 18. According to one embodiment, thefirst end portion 22 defines a rounded segment having an aperture 21extending therethrough to facilitate connection to the track insert 18(see FIG. 3). The track insert 18 may also be comprised of two insertportions 18 a, 18 b, which collectively define the track insert 18. Eachinsert portion 18 a, 18 b, includes a respective aperture 23 a, 23 bwhich are coaxially aligned with the aperture 21 formed within the arm20 and a mechanical fastener 25 may be inserted through the apertures21, 23 a, 23 b to connect the arm 20 to the insert portions 18 a, 18 b.

According to one embodiment, the track insert 18 is connected to arestriction member or stopper 15, which may be rigid and include one ormore restriction channels 17 formed therein to restrict the freedom ofmovement of the track insert 18 within the track channel 16. The trackinsert 18 may be connected to the restriction member 15 by aligning theapertures 21, 23 a, 23 b with a restriction channel 17 and inserting themechanical fastener 25 therethrough. Those skilled in the art willappreciate that although FIGS. 2-3 show only one restriction member 15,it is contemplated that more than one restriction member 15 may beemployed to connect with all of the track inserts 18 of a helmetsuspension system 10.

The channel 16 may be configured to define an opening width, “O” (seeFIG. 4) and a maximum inner width, “M” to allow the insert 18 to easilymove within the channel 16, while at the same time maintaining theinsert 18 therein. The insert 18 may define a diameter or outerdimension that is larger than the opening width O and smaller than themaximum inner width M to allow the insert 18 to remain in the channel16. Furthermore, the axle 26 may define a length that is also longerthan the opening width O and smaller than the maximum inner width M tocapture the axle 26 within the channel 16.

The insert 18 and first end portion 22 of the arm 20 may be placedwithin the channel 16 during construction or assembly of the system 10.Along these lines, the track housing 14 may be comprised of severalpieces or sections which are connected to each other during assembly.The insert 18 and arm 20 may be disposed within the channel 16 duringthe assembly of the track housing 14.

As will be described in more detail below, the second end portion 24 ofthe arm 20 may be connected to a substantially stationary surface.Therefore, as the helmet 12 is moved in response to movements of thewearer's head, arm 20 pivots and the insert 18 moves along the trackchannel 16.

Referring now to FIG. 7, there is shown a damper assembly 27, whichincludes the arm 20 and a damping mechanism 28 connected to the secondend portion 24 of the arm 20. The second end portion 24 of the first arm20 is connected to a shaft 30 (see FIGS. 7-10) that is rotatable withinthe damping mechanism 28 as the arm 20 pivots during movement of theinsert 18 within the channel 16. The damping mechanism 28 is configuredto restrict quick rotational of the shaft 30, while allowing slowrotations of the shaft 30.

The damping mechanism 28 includes a damper housing 32 and a damper cap35 collectively defining an inner chamber 34. A flapper 36 is connectedto the shaft 30 and is moveable within the inner chamber 34. The flapper36 may be of two-piece construction and include a first flapper body 38and a second flapper body 40 that are connected to each other and theshaft 30, as shown in FIG. 11. The first and second flapper bodies 38,40 may be connected to the shaft 30 by a pair of mechanical fasteners 42which are inserted through holes formed within the first and secondflapper bodies 38, 40 and the shaft 30.

Referring now specifically to FIGS. 8-10, the flapper 36 divides theinner chamber 34 into first and second chamber portions 44 a, 44 b. Inthis regard, the outer periphery of the flapper 36 is substantiallycomplimentary to the cross-sectional shape of the damper housing 32. Theouter periphery of the flapper 36 also includes a seal 46 to createfluid-tight engagement between the flapper 36 and the damper housing 32.In this regard, the flapper 36 may be molded within a sealing material,such as rubber, to form the seal 46 about the flapper 36.

The flapper 36 additionally includes an opening 48 (see FIGS. 11 and 12)extending therethrough to allow for fluid communication between thefirst and second chamber portions 44 a, 44 b. The opening 48 may becollectively formed by separate openings formed within each of theflapper bodies 38, 40 which become aligned when the bodies 38, 40 areconnected to each other.

Referring now to FIG. 13, a valve 50 may be connected to the flapper 36to control fluid communication through the opening 48 between the firstand second chamber portions 44 a, 44 b. In this regard, the valve 50 ismoveable relative to the flapper 36 between an open position, whereinfluid may flow through the opening 48 between the first and secondchamber portions 44 a, 44 b, and a closed position wherein the valve 50effectively closes the opening 48 to substantially restrict or preventfluid from communication between the first and second chamber portions44 a, 44 b through the opening 48.

In the embodiment depicted in the drawings, the valve 50 includes afirst valve body 50 a and a second valve body 50 b disposed on opposedsides of the flapper 36. The first valve body 50 a is disposed adjacentthe first flapper body 38, while the second valve body 50 b is disposedadjacent the second flapper body 40. A valve seal 52 (see FIGS. 12 and13) is disposed within the opening 48 and the valve bodies 50 a, 50 bengage with the valve seal 52 when they are in the closed position toprevent fluid communication through the opening 48.

FIG. 13 only shows the second valve body 50 b to illustrate the insideof the valve 50, although it is understood that in a preferredembodiment, the valve 50 includes both first and second valve bodies 50a, 50 b, as shown in FIGS. 8-10.

According to one embodiment, the valve bodies 50 a, 50 b areindependently moveable and are biased toward the open position. Thevalve 50 may include a pair of springs 54 connected to respective onesof the valve bodies 50 a, 50 b to apply the biasing force to the valvebodies 50 a, 50 b to bias them toward the open position.

The inner chamber 34 of each damping mechanism 28 is filled with adamping fluid, which may be a liquid or gas. Along these lines, thedamper cap 35 may include an opening 37 through which the damping fluidmay be inserted into the inner chamber 34. A plug 39 and seal 41 may beused to fluidly close the opening 37 once the fluid is inserted withinthe inner chamber 34. The plug 39 may define external threads whichcooperate with internal threads formed within the opening 37 toeffectuate engagement between the plug 39 and the damper cap 35. Alongthese lines, the engagement between the plug 39 and damper cap 35 mustalso be tight enough to maintain the fluid seal and to withstand thehydraulic forces discussed in more detail below. In general, themovement of the flapper 36 within the inner chamber 34 creates ahydraulic force within the inner chamber 34, which is critical to thefunction of restricting sudden movements of the helmet 12, whileallowing slow and safe movements of the helmet 12.

Referring now specifically to FIGS. 8-10, the movement of the flapper 36within the damper housing 32 will be described. As the flapper 36 moveswithin the damper housing 32, the size of the first and second chamberportions 44 a, 44 b varies. For instance, when the flapper 36 moves inthe direction identified by arrow 56 in FIG. 9, the size of the firstchamber portion 44 a decreases and the size of the second chamberportion 44 b increases. Thus, the fluid flows from the first chamberportion 44 a to the second chamber portion 44 b when the flapper 36moves in direction 56. Conversely, when the flapper 36 moves in thedirection identified by arrow 58 in FIG. 10, the fluid flows from thesecond chamber portion 44 b to the first chamber portion 44 a.

However, in order for the fluid communication between the first andsecond chamber portions 44 a, 44 b to occur, the first and second valvebodies 50 a, 50 b must both be in the open position. If one of the firstand second valve bodies 50 a, 50 b moves toward the closed position,fluid cannot flow between the first and second chamber portions 44 a, 44b, which effectively locks the flapper 36 in place. When the flapper 36is locked in place, movement of the helmet 12 is restricted to protectagainst dangerously quick movements.

As indicated above, both valve bodies 50 a, 50 b are biased toward anopen position. Thus, in order for one of the valve bodies 50 a, 50 b tomove toward the closed position, a force must be applied to one of thevalve bodies 50 a, 50 b, which overcomes the biasing force and causesthe valve body 50 a, 50 b to move to the closed position. Thus, thebiasing forces applied to the valve bodies 50 a, 50 b define the“acceleration threshold” which must be overcome in order to “lock” thesuspension system 10. If one of the biasing forces is not overcome, thenthe acceleration threshold has not been met (i.e., the motion of theuser is safe). However, if the movement of the user's head causes thebiasing force to be overcome (as described below), then the accelerationthreshold has been exceeded, and the system 10 effectively restrictsfurther movement of the user's head.

FIG. 9 shows the first valve body 50 a in the closed position and thesecond valve body 50 b in the open position. In the configuration shownin FIG. 9, the flapper 36 is being urged quickly in a first direction56, which creates a hydraulic pressure in the first chamber portion 44 athat is greater than the biasing force urging the first valve body 50 atoward the open position, which causes the first valve body 50 a to moveinto the closed position. In this regard, the hydraulic pressure exceedsthe acceleration threshold. Therefore, fluid communication between thefirst and second chamber portions 44 a, 44 b is substantiallyrestricted, thereby “locking” the flapper 36 in place until thehydraulic force is reduced to a point below the acceleration thresholdwhich allows the first valve body 50 a to move from the closed positiontoward the open position to effectuate fluid communication between thefirst and second chamber portions 44 a, 44 b.

Referring now to FIG. 10, the flapper 36 is being urged in a seconddirection 58 which generates a hydraulic force in the second chamberportion 44 b, which is greater in magnitude than the biasing forceapplied to the second valve body 50 b (i.e., greater than theacceleration threshold). Therefore, the hydraulic force causes thesecond valve body 50 b to move into the closed position to restrictfluid flow from the second chamber portion 44 b to the first chamberportion 44 a to effectively “lock” the flapper 36 in place. The flapper36 remains locked until the hydraulic force created by the flapper 36decreases below the acceleration threshold to allow the second valvebody 50 b to move from the closed position toward the open position,which thereby allows fluid to flow from the second chamber portion 44 bto the first chamber portion 44 a.

Thus, in the exemplary embodiment, the acceleration threshold isdirectly correlated to the biasing force created by the springs 54connected to the valve bodies 50 a, 50 b and to the hydraulic pressurecreated by the fluid within the damper 28. In this regard, the exemplaryembodiment is a hydraulic-type regulation system. However, it iscontemplated that other regulation systems may be implemented into thesuspension system 10 without departing from the spirit and scope of thepresent invention. For instance, the system may by an electro-mechanicalregulation system, which may employ a series of pressure sensors andmechanical suspension devices, which may be “locked” if the pressuresensors detect movement of the helmet above or below the accelerationthreshold.

It is also contemplated that the acceleration threshold may be adjustedor modified if desired by the user. For instance, with regard to theexemplary embodiment, the acceleration threshold may be adjusted bymodifying the biasing force applied by the spring 54. For instance, adamping mechanism 28 having a stronger spring 54 may be swapped out fora damping mechanism 28 having a weaker spring 54 in order to increasethe acceleration threshold. Furthermore, with regard to theelectro-mechanical regulation system mentioned above, the accelerationthreshold may be programmed into the unit, such that the mechanicalsuspension devices may lock up only in response to a higher force.

Referring now back to FIG. 7, the movement of the flapper 36 iscorrelated to the movement of the helmet 12 via the interconnection ofthe flapper 36 to the helmet 12. According to one embodiment, theflapper is connected to the helmet 12 via the shaft 30, a coupler 60 anda screw 62 which connects the coupler 60 to the first arm 20. The shaft30 is sized and configured to seat within a recess 64 formed within thecoupler 60. An adhesive may be disposed within the recess to enhance theengagement between the coupler 60 and the shaft 30. Furthermore, theshaft 30 and recess 64 may be sized to enhance engagement therebetween,particularly in view of the rotational forces applied to the shaft 30and recess 64. Along these lines, the exemplary shaft 30 and recess 64define complimentary hexagonal configurations, which facilitate thetransfer of rotational force between the shaft 30 and coupler 60.

The coupler 60 is additionally secured to the first arm 20 by insertingan end portion 66 of the coupler 60 through an opening 68 formed withinthe first arm 20. In the exemplary embodiment shown in FIG. 7, the endportion 66 and the opening 68 define complimentary quadrangularconfigurations, which facilitate communication of rotational forcesbetween the first arm 20 and the coupler 60. Furthermore, the screw 62further connects the coupler 60 to the first arm 20. Along theses lines,the screw 62 includes a head portion 70 having a recess 72 formedtherein that is sized and configured to be complimentary to the endportion 66 of the coupler 60. In this regard, the end portion 66 is atleast partially received within the recess 72. In addition, the endportion 66 includes an internally threaded aperture (not shown) whichengages with the externally threaded shaft 74 to tighten the screw 62 tothe coupler 60.

Referring now back to FIGS. 1 and 2, it is contemplated that the helmetsuspension system 10 may include a plurality of damper assemblies 27,each having a damping mechanism 28, arm 20 and track insert 18. Byhaving a plurality of assemblies 27, it is contemplated that the helmet12 may be effectively “locked” (i.e., movement of the helmet relative tothe damper assemblies 27 is substantially restricted). If only onedamper assembly 27 is used, it may be possible for the helmet 12 topivot or move about the track insert 18 when the damping mechanism 28 islocked. Thus, by employing a plurality of damper assemblies 27, movementof the helmet 12 is effectively restricted when the damper assemblies 27are locked.

In the exemplary embodiments depicted in FIGS. 2 and 3, the helmetsuspension system 10 includes four damper assemblies 27. Each damperassembly 27 includes a track insert 18 disposed within the track channel16 and a respective arm 20 connected to the track insert 18. Each damperassembly 27 further includes a damping mechanism 28, as described inmore detail above, connected to a respective arm 20.

According to one embodiment, a pair of damping mechanisms 28 areconnected to a common base member 76. The base member 76 may be mountedto a shoulder pad of a driver suit, or to a surface of the vehicle. Forinstance, in auto racing, the cars may be outfitted with protectivestructures near the head, neck or shoulders of the driver to which thebase member 76 may be mounted. If the suspension system 12 is being usedin connection with a football helmet or hockey helmet, the base member76 may be mounted to a shoulder pad or other protective article worn bythe wearer.

Each damping mechanism 28 may include a mounting aperture 78 throughwhich a mechanical fastener 80, such as a screw, rivet, or the like, maybe inserted. The mechanical fastener 80 may also be inserted through anaperture formed within the base member 76 for connecting the base member76 to the damping mechanism 28. A double-washer 82 may also be used tojoin a pair of damping mechanisms 28. More specifically, thedouble-washer 82 may include a pair of apertures which are aligned withthe mounting apertures 78 of a pair of damping mechanisms 28 such thatthe mechanical fasteners 80 may be advanced through the double-washer 82before insertion into the mounting apertures 78.

In use, the suspension system 10 may be used to protect the helmet 12from rapid acceleration/deceleration.

The above description is given by way of example, and not limitation.Given the above disclosure, one skilled in the art could devisevariations that are within the scope and spirit of the inventiondisclosed herein. Further, the various features of the embodimentsdisclosed herein can be used alone, or in varying combinations with eachother and are not intended to be limited to the specific combinationsdescribed herein. Thus, the scope of the claims is not to be limited bythe illustrated embodiments.

What is claimed is:
 1. A helmet suspension system configured for usewith a helmet to mitigate large accelerations of the helmet relative tothe wearer's body, the helmet suspension system comprising: a trackhousing connectable to the helmet and defining a track channel; a firsttrack insert disposed within and moveable within the track channel; afirst arm having a first end portion and a second end portion, the firstend portion being connected to the first track insert, the first armbeing moveable relative to the track housing as the first track insertmoves within the track channel; and a first damper moveably connected tothe second end portion of the first arm, the first damper beingconfigured to define an acceleration threshold of the second end portionrelative to the first damper and to allow movement of the first armrelative to the first damper when the motion of the first arm is belowthe acceleration threshold and restrict movement of the first armrelative to the first damper when the motion is above the accelerationthreshold.
 2. The helmet suspension system recited in claim 1, whereinthe track housing is configured to define a closed loop.
 3. The helmetsuspension system recited in claim 1, wherein the first track insert isa roller configured to roll within the track channel.
 4. The helmetsuspension system recited in claim 3, wherein the roller is formed froma rubber material.
 5. The helmet suspension system recited in claim 1further comprising a stopper disposed within the track channel andconfigured to limit movement of the first track insert within the trackchannel.
 6. The helmet suspension system recited in claim 1, furthercomprising: a second track insert disposed within and moveable withinthe track channel; a second arm having a first end portion and a secondend portion, the first end portion being connected to the second trackinsert, the second arm being moveable relative to the track housing asthe second track insert moves within the track channel; and a seconddamper moveably connected to the second end portion of the second arm,the second damper being configured to define an acceleration thresholdof the second end portion relative to the second damper and to allowmovement of the second arm relative to the second damper when the motionof the second arm is below the acceleration threshold and restrictmovement of the second arm relative to the second damper when the motionis above the acceleration threshold.
 7. The helmet suspension systemrecited in claim 6, further comprising a damper base connected to thefirst damper and the second damper
 8. The helmet suspension systemrecited in claim 6, further comprising: a third track insert disposedwithin and moveable within the track channel; a third arm having a firstend portion and a second end portion, the first end portion beingconnected to the third track insert, the third arm being moveablerelative to the track housing as the third track insert moves within thetrack channel; a third damper moveably connected to the second endportion of the third arm, the third damper being configured to define anacceleration threshold of the second end portion relative to the thirddamper and to allow movement of the third arm relative to the thirddamper when the motion of the third arm is below the accelerationthreshold and restrict movement of the third arm relative to the thirddamper when the motion is above the acceleration threshold; a fourthtrack insert disposed within and moveable within the track channel; afourth arm having a first end portion and a second end portion, thefirst end portion being connected to the fourth track insert, the fourtharm being moveable relative to the track housing as the first trackinsert moves within the track channel; a fourth damper moveablyconnected to the second end portion of the fourth arm, the fourth damperbeing configured to define an acceleration threshold of the second endportion relative to the fourth damper and to allow movement of thefourth arm relative to the fourth damper when the motion of the fourtharm is below the acceleration threshold and restrict movement of thefourth arm relative to the fourth damper when the motion is above theacceleration threshold.
 9. The helmet suspension system recited in claim1, wherein the first damper includes: a damper housing defining an innerchamber; a flapper disposed within and moveable within the innerchamber, the flapper dividing the inner chamber into a first chamberportion and a second chamber portion, the flapper further defining aflapper opening through which the first and second chamber portions arefluidly connectable; and a valve connected to the flapper to controlfluid communication between the first and second chamber portions viathe flapper opening.
 10. The helmet suspension system recited in claim9, wherein the valve is moveable relative to the flapper between an openposition wherein the valve is positioned to allow fluid flow through theflapper opening between the first and second chambers and a closedposition wherein the valve substantially blocks fluid flow through theflapper opening between the first and second chamber portions.
 11. Thehelmet suspension system recited in claim 10, wherein the valve isbiased toward the open position.
 12. A helmet suspension systemcomprising: a helmet wearable on a user's head; a track housingconnectable to the helmet and defining a track channel; a first trackinsert disposed within and moveable within the track channel; a firstarm having a first end portion and a second end portion, the first endportion being connected to the first track insert, the first arm beingmoveable relative to the track housing as the first track insert moveswithin the track channel; and a first damper moveably connected to thesecond end portion of the first arm, the first damper being configuredto define an acceleration threshold of the second end portion relativeto the first damper and to allow movement of the first arm relative tothe first damper when the motion of the first arm is below theacceleration threshold and restrict movement of the first arm relativeto the first damper when the motion is above the acceleration threshold.13. The helmet suspension system recited in claim 12, wherein the firstdamper includes: a damper housing defining an inner chamber; a flapperdisposed within and moveable within the inner chamber, the flapperdividing the inner chamber into a first chamber portion and a secondchamber portion, the flapper further defining a flapper opening throughwhich the first and second chamber portions are fluidly connectable; anda valve connected to the flapper to control fluid communication betweenthe first and second chamber portions via the flapper opening.
 14. Thehelmet suspension system recited in claim 13, wherein the valve ismoveable relative to the flapper between an open position wherein thevalve is positioned to allow fluid flow through the flapper openingbetween the first and second chambers and a closed position wherein thevalve substantially blocks fluid flow through the flapper openingbetween the first and second chamber portions.
 15. The helmet suspensionsystem recited in claim 14, wherein the valve is biased toward the openposition.
 16. The helmet suspension system recited in claim 12, furthercomprising: a second track insert disposed within and moveable withinthe track channel; a second arm having a first end portion and a secondend portion, the first end portion being connected to the second trackinsert, the second arm being moveable relative to the track housing asthe second track insert moves within the track channel; and a seconddamper moveably connected to the second end portion of the second arm,the second damper being configured to define an acceleration thresholdof the second end portion relative to the second damper and to allowmovement of the second arm relative to the second damper when the motionof the second arm is below the acceleration threshold and restrictmovement of the second arm relative to the second damper when the motionis above the acceleration threshold.
 17. The helmet suspension systemrecited in claim 16, further comprising a damper base connected to thefirst damper and the second damper
 18. The helmet suspension systemrecited in claim 16, further comprising: a third track insert disposedwithin and moveable within the track channel; a third arm having a firstend portion and a second end portion, the first end portion beingconnected to the third track insert, the third arm being moveablerelative to the track housing as the third track insert moves within thetrack channel; a third damper moveably connected to the second endportion of the third arm, the third damper being configured to define anacceleration threshold of the second end portion relative to the thirddamper and to allow movement of the third arm relative to the thirddamper when the motion of the third arm is below the accelerationthreshold and restrict movement of the third arm relative to the thirddamper when the motion is above the acceleration threshold; a fourthtrack insert disposed within and moveable within the track channel; afourth arm having a first end portion and a second end portion, thefirst end portion being connected to the fourth track insert, the fourtharm being moveable relative to the track housing as the first trackinsert moves within the track channel; a fourth damper moveablyconnected to the second end portion of the fourth arm, the fourth damperbeing configured to define an acceleration threshold of the second endportion relative to the fourth damper and to allow movement of thefourth arm relative to the fourth damper when the motion of the fourtharm is below the acceleration threshold and restrict movement of thefourth arm relative to the fourth damper when the motion is above theacceleration threshold.
 19. The helmet suspension system recited inclaim 12, wherein the track housing is configured to define a closedloop.
 20. The helmet suspension system recited in claim 12, wherein thefirst track insert is a roller configured to roll within the trackchannel.